Powerboost probably slower than Ecoboost

[9663mu]

When you compare things always look for the differences.

Weren't they all tested like this ?

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[Spiffy]

What's the best way to launch a PB? I mean to launch with the battery at full capacity.

I've been intrested in Livernoise tune but I can't find out if they were able to pull Xtra power from the batteries. Another 20% would be awesome.

 

[Samson16]

Not trying to ruffle feathers, but C&D tested these 2 trucks:

F-150 Tremor Ecoboost with 612lbs of options vs a base 145" 4x4 ecoboost (5562 vs 4950lbs). On heavier 33" off road tires.

F-150 Powerboost with 274 lbs of options vs a base 145" 4x4 Powerboost (5794 vs 5520lbs). On lighter 32" goodyears.



They both got basically idential performance numbers from CarandDriver's testing.

300lbs of added options and 1" larger, heavier tires should make any truck measurably faster.

PB is a great choice, but Ford knew what is was doing sending a high payload/light optioned PB in for testing.

The Powerboost, Tremor, and Raptor are very close together in 0-60 and 1/4 mile performance. They vary in weight and power output, but all 3 benefit from low rear ends. 3.73 for the PB/Tremor and 4.10 for the Raptor. Smoke em if you got em.

 

[Samson16]

Im pretty sure C&D tries different modes, ect to get best times. And they are probably about as accurate as we can get. Maybe a couple tenths variation here and there...

But 300lbs less options and smaller, lighter tires should be close to half a second imo.

The PB still outweighed the Tremor. I don't understand the need for mental gymnastics just to make a guess at the end.

 

[Samson16]

The PB weighs more, is more powerful, and is considerably quicker than every EB and 5.0 except the Tremor/Raptor/RaptorR. Bonus it gets great gas mileage in all trims. I think it's a wonderful addition to the F-150 family. Ford dominance continues!

 

[Samson16]

I doubt C&D are monitoring pids though.

This could get you say 60ftlbs less torque off the dig

Than this might

It's not exactly predictable, based on various conditions, but haven't you ever noticed how your Powerboost sometimes catches you by surprise and you ask yourself "dang, what got into the beast that time?"

Thanks for the info Snake! What brand OBDII are you using? I'm interested in purchasing one to better understand my PB. I plan on towing a 26' 7500lb. GVWR tandem axle RV trailer soon. The more I can understand now, hopefully the better and safer our experience will be when we're far from home.

 

[Grafx36510]

Thanks for the info Snake! What brand OBDII are you using? I'm interested in purchasing one to better understand my PB. I plan on towing a 26' 7500lb. GVWR tandem axle RV trailer soon. The more I can understand now, hopefully the better and safer our experience will be when we're far from home.

That’s the popular OBDLink MX+. I use it as well, although my dashboards don’t look nearly as good as @Snakebitten

 

[DBL R]

I doubt C&D are monitoring pids though.

This could get you say 60ftlbs less torque off the dig

Than this might

It's not exactly predictable, based on various conditions, but haven't you ever noticed how your Powerboost sometimes catches you by surprise and you ask yourself "dang, what got into the beast that time?"

100% that’s why I think “tow/haul” mode is getting the best times. It runs ICE while stationary which allows the state of charge to reach 50% allowing for on demand torque from the electric powertrain, ice at idle also makes sure oil pressure is high enough to bring turbo boost in on throttle input rather than the ecu cutting boost if oil pressure and temp isn’t within normal operating ranges.

 

[Snakebitten]

That’s the popular OBDLink MX+. I use it as well, although my dashboards don’t look nearly as good as @Snakebitten

You know that you are more than welcome to my gauges. (dashboard)

I can create an OBDLink export and you can import. (attached below)
Sometimes the scaling will be a little off between two different devices, but easy enough to drag or re-size.

Note that I have to rename the file extension to pdf for the forum to allow the upload. So you would download it and then rename the extension to stg (native format for OBDLink app)

Also note that when you import, you can choose to include the "user defined pid", since my OAR pid is not one that is included with the app.

 

[Grafx36510]

You know that you are more than welcome to my gauges. (dashboard)

I can create an OBDLink export and you can import. (attached below)
Sometimes the scaling will be a little off between two different devices, but easy enough to drag or re-size.

Note that I have to rename the file extension to pdf for the forum to allow the upload. So you would download it and then rename the extension to stg (native format for OBDLink app)

Also note that when you import, you can choose to include the "user defined pid", since my OAR pid is not one that is included with the app.

You, sir, are awesome! Thanks!

 

[Samson16]

OAR = Octane Adjustment Ratio after googling. If I only run premium fuel will that change much and what can I do about it if anything?

 

[Snakebitten]

OAR = Octane Adjustment Ratio after googling. If I only run premium fuel will that change much and what can I do about it if anything?

That's exactly why I run that pid.
If you pay for 93, you'll know if you are getting 93.

I normally use 1 of 2 stations in my little town. But twice with this truck in the last year I have purchased 93 from stations out of town and had the OAR drop within a few miles. Shenanigans! ??

It's not TOO unusual for OAR to jump around under some high load circumstances, but it still should be rare with 93.

If you have a place with E85, you can mix 4 gallons with 26 gallons of 89 and it will prop up the OAR accordingly.

That OAR pid specifically should stay at -1 (pegged) with 93

 

[Spiffy]

snakebitten I lucky got this dashboard when I imported your pid. It added the new pid to and older pid you sent without a single modification..
I don't understand a couple things.
12volt batt current vs dc/dc/lv.?
The same for HV batt current vs dc/dc/hv current.
What's the difference in these current measurements? What's dc/dc?
Also AOR. This pid never changes. Stays at 0.0

 

[HammaMan]

snakebitten I lucky got this dashboard when I imported your pid. It added the new pid to and older pid you sent without a single modification..
I don't understand a couple things.
12volt batt current vs dc/dc/lv.?
The same for HV batt current vs dc/dc/hv current.
What's the difference in these current measurements? What's dc/dc?
Also AOR. This pid never changes. Stays at 0.0

DC/DC is the powerboost's 12v power source. The LV amps = 12v, HV amps = what it's pulling from the high voltage side to make that 12v (15v in that screen shot)

The other HV amperage is what's going into or coming out of the HVB which is basically the DC/DC + AC compressor if running + (or minus) what's happening with the e-motor inverter....

The HV batt current on there looks to be 1/2 of what it should be as the peak amperage of the HVB is ~130 amps

35kW / 286v = 122a (motor peaks at 40kW though)
There's "2" batteries in the HVB so it can kinda throw some readings off.

 

[Spiffy]

Can this be explained in a additional way. I appreciate your explanation but I can't quite get my head wrapped around this. For example you circle both dc/dc high voltage and low voltage and placed an = sign. I'm not sure what your trying to explain. I'm sure it's my mind that's not getting it.
Also I'm still not getting a budge of change on the oar reading. I filled a 1/4 tank of 87 octain thinking I would get some reading.
BTW thank you snake for your dashboard. I have to buy a cheep 12 inch tablet. This dashboard is hard to read on a cell phone.

I'm trying to get a handle on the correlation of breaking, idle, down hill charging and raw power during a launch. It's pretty hard to monitor the numbers when stomping on the gas. One min my soc is 63% another min It's 46% I don't understand what conditions are required to get the hvb to max soc. I now see that the truck uses hvb during all normal acceleration until it depleats down to around 48%
So back to back speed/acceleration runs won't be the same until the hvb is recharged. What conditions are required to charge them fastest?
At a stop when the ice decides to run to charge the best amperage input is no more than 8 amps but coasting downhill I've seen as high as 23 amps. Greater with breaks applied.

One last question. When the cluster says 98% recovered after full stop or what ever number is that compared to the amount used to get the truck moving minus the additional fuel used?
It's just the electric energy used in combination?

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